Skeg

Skeg (pronounced skeg)

(1) In shipbuilding, a fin-like projection sometimes supporting a rudder and protecting the propeller(s) at its lower end, located abaft a sternpost or rudderpost.

(2) In the design of smaller boats, an extension of the keel, designed to improve steering.

(3) In the slang of naval architects (in certain contexts), a stump or branch (the after-part of a ship's keel).

(4) In the slang of the GM (General Motors) stylists, a “lower fin”, matching the, seen in embryonic form on the 1959 Pontiac and used on certain 1961 Oldsmobiles and the 1961-1962 Cadillacs.

(5) The fin which acts as a stabilizer on a surfboard.  To suffer some injury after being hit by one of these fins is to be “skegged”.

(6) In Australian slang, a surfer; a person who leads the lifestyle of a surfer (used also derisively in the form “fake skeg” of those who adopt the style an appearance without actually surfing.

(7) A type of wild plum (obsolete).

(8) A kind of oat (obsolete).

(9) In Northern English dialectal use, a look or glance.

(10) In some cultures, a slang term applied to youth suggesting slovenliness, a predilection to petty crime and other anti-social behavior; also used widely in Scottish slang for a surprising variety of purposes including legs, trousers, dirt, scotch eggs, sex and women of loose virtue.

1590–1600: From a dialectal term for a stump, branch, or wooden peg, from the Dutch scheg (cutwater), of Scandinavian origin and related to the Swedish skog and the Old Norse & Icelandic skegg (projection on the stern of a boat).  In some Nordic languages, skegg means “beard” and was from the Old Norse skegg, from the Proto-Germanic skaggiją, from the primitive Indo-European skek, kek-, skeg & keg- (to jump, skip, move, hurry).  In English slang, skeggy is (1) the coastal Lincolnshire town of Skegness or (2) an inhabitant of Skegness.  The name of the Skegness is though a construct of the Old Norse skegg (beard) + -nes (headland) and was thought a reference to the geography, the original settlement situated farther east at the mouth of The Wash (thus jutting out like a beard from a face).  A link with the Faroese skegg (to jump, skip, move, hurry (and source of the given name "Skeggi")) is thought unlikely.  Skeg is a noun and skegged is an adjective; the noun plural is skegs.

A gang of four Sceggs, Sydney, Australia.

The skegs of nautical architecture should not be confused with the homophone Sceggs, the acronym for students of Sydney Church of England Girls Grammar School (S.C.E.G.G.S.), seen also in the adjectival forms sceggesque & sceggish (one whose style suggests something similar to the stereotypical student of the school); Those adjectives exist because Scegg is also "a look" and there are students from schools other than S.C.E.G.G.S so described, often in the form "she's such a scegg".  

Lindsay Lohan in wet suit, with surfboard, Malibu, 2011.  The stabilizing skeg is the black protrusion at the back of the board.

On nautical vessels, skegs where they exist fulfil a significant function but they are not an essential part of hull design.  A skeg is an external structural feature, a vertical tapering projection permanently fixed at the aft, usually close to the centre-line.  Most are located in front of the rudder and structurally can often be considered a sternward extension of the keel (the internal, longitudinal members which lend much strength of the hull).  Although in military vessels there are additional functions, the most significant contribution of a skeg is in hydrodynamics, a skeg designed to influence the flow patterns and thus affecting the dynamics of both the rudder (which is usually in line with the skeg) and propeller(s).  The design is thus a finely tuned equation because while a skeg inherently induces drag, the way it alters the flow pattern can reduces the drag and resistance suffered by the rudder and propeller(s), essentially by transforming the turbulent characteristics of the flow to laminar at the stern.  Historically, skegs were a vital component in maintaining a course and that’s still an important consideration in smaller vessels but in larger craft, improved rudder and advanced navigational as well as stabilization technologies like thrusters have meant skegs are no longer of the same significance in maintaining directionality.

An USN (US Navy) Iowa class battleship, showing the inner set of propeller shafts wholly enclosed in a pair of skegs.  On the big ships, the skegs were designed also to be load-bearing supports while in dry-dock.

In the modern age, skegs became an unusual feature on warships, a relative few so equipped and the designs varied, some with only par of their shafts inside skegs while others encased all.  Although the traditional design imperatives were shared with other ships, for navies, they offered the advantage of affording some degree of protection for rudders and propellers against torpedo attack.  Historically, another important attribute of skegs was what they added to a hull’s structural strength, making the (inherently weaker) stern resistant to outside forces and all the last of the US Navy’s dreadnoughts (Iowa, New Jersey, Missouri & Wisconsin, launched 1943-1944 and in commission variously until in 1992 the last was struck the Naval Vessel Register) featured skegs.  Their hulls narrowed towards the stern and to save weight lacked the sternpost plates the British, German and Japanese navies always fitted to their battleships; the skegs compensated for this, offering a hull with similar rigidity.

The US Navy’s South Dakota class battleships (South Dakota, Indiana, Massachusetts & Alabama, launched 1941-1942 and in commission 1942-1947) were fitted with an unusual set of skegs, the design dictated by the relatively short hull, the large outboard skegs helping to reduce the adverse effects of fluid dynamics induced by the stern's abrupt end.

However, advantages in engineering and metallurgy meant much of the functionality afforded by skegs came to be achieved in other ways so skegs became unfashionable in naval architecture.  The modeling and simulations made possible by supercomputers meant hull designs could be rendered which mastered the turbulence caused by fluid dynamics so rudders and propellers were less affected, making skegs in many cases a source of performance-sapping skin-friction drag with little compensating benefit.  Indeed, not only did this hamper performance, in some cases excessive vibration was caused, something which could only to a degree be ameliorated by changes to the propellers’ configurations.

Cadillac’s Skegs, 1961-1962

Cadillac Coupe DeVille: 1959 convertible (left) & 1960 hardtop (right).

The 1959 Cadillac’s tail-fins are the best remembered and most emblematic of the brief, extraordinary era during which the absurdly macropterous flourished.  They’re rightly known as “peak-fin” but it’s a myth they were the tallest because, measured from the ground, those on the 1961 Imperial are about a half-inch (12 mm) more vertiginous.  The attractions of the style however were fading and from 1960, GM began to tone things down, Chrysler following the lead (Ford and AMC (American Motors Corporation) never really got involved in the big fin business).  Another cultural phenomenon is that because of the large number of pink 1959 Cadillacs which now exist, many assume they were a common sight when new, the things perhaps made memorable by the sight of the one owned by the admirable Jayne Mansfield (1933–1967).  However, the factory never made a pink 1959 Cadillac and in the era, it was only in 1956 such a color was on the option list and Ms Mansfield had one of those while her 1959 convertible received a custom re-paint.

An inspiration, a step in the evolution and the result: A captured German V2 rocket (1945, left), a full-size clay mock up of a design proposal for the 1961 Cadillac (1958, centre) and 1961 Cadillac Coupe de Ville convertible (left).  The V2 is on display at the Australian War Museum, Canberra, Australia and the clay mock-up Cadillac was photographed at the General Motors Technical Center, Warren, Michigan.

For the 1961 range, Cadillac further pruned the fins but as compensation, the design staff added a "lower fin" and these, informally, they called “skegs”.  While in a sense just another of the era's many extravagances, the outgrowths could have been part of something even stranger because among the design proposals which emerged from the GMADS (GM Advanced Design Studios) was one which clearly was the ultimate expression of the motif of the 1950s which borrowed so much from the aerospace industry.  The proposed fins essentially were those of ballistic missiles which for decades were an evolution from the German Vergeltungswaffen zwei (V-2), developed first by the German military with the code name Aggregat 4 (A4).  Vergeltungswaffen is translated variously as "retaliatory weapons" or "reprisal weapons" but in English use is often written as “vengeance weapons”.  Aerodynamically, what was proposed by the ADS may have had something to commend it and certainly, such was the placement and size of the fins they'd have in some way interacted with the air-flow.  Whether the design was ever subjected to wind-tunnel testing (this was years before computers could emulate such research) isn't know but the look was sufficiently favored for an expensive, full-sized clay model to be rendered.  Ultimately the longer, though perhaps more restrained, skegs seen on the 1961 & 1962 cars were preferred.

1959 Buick Invicta Concept.

Detroit's stylists in the 1950s not only sketched a car with a big dorsal fin but authorization was granted to build one to test public reaction.  There was a precedent for the "third fin" because the Czech manufacturer Tatra had for years used them (out of necessity) and they'd provided essential stability for many LSR (land speed record) vehicles.  The Invicta concept didn't proceed to production.

Those who think Detroit's cars of the late 1950s & early 1960s were sometimes bizarre should look at the design proposals that were rejected.  Despite the clear exuberance in the the imagination, there's never been anything to suggest the stylists were stimulated by anything stronger than an after work martini.  Compared with some of the clay mock-ups, what emerged from the production lines hinted at rather than emulated missiles but should it be thought what was rendered in clay was wild, the archives of the GMTC (GM Technical Center) contain a wealth of sketches of truly bizarre design studies which didn't make the cut to reach the hands of the modelers.  Presumably, those sketches which survive are those the stylists thought deserved to be remembered and there must of been those which even the designer concluded needed to be shredded.  As the archives also demonstrate, those who criticize the fins and "bullet" taillights on the 1959 Cadillac have reasons to be grateful even stranger things were rejected.

Cadillac’s “skeg years”: 1961 (left) and 1962 (right).  There was a time when this sort of thing was just part of commercial orthodoxy. "The past is a foreign country: they do things differently there."

It was an era of annual styling changes and switching the orientation of taillights from the horizontal to vertical was typical of what stylists each season did to “refresh” the line, a process which came to be known as “facelifting” (ie a figurative use from cosmetic plastic surgery: altering the appearance while retaining the underlying structure).  Although this basic body would have a four-year life (1961-1964), the abandonment of the skegs for its final two seasons was, by facelift standards, a quite major update, one prompted by a change at the top of GM’s design’s studios.  Also of note is the roofline on the 1961 Cadillac four-window Sedan DeVille ((Body Style 6239, top left) which used an implementation of GM’s so-called “flat-top”.

1959 Chevrolet Impala Sport Sedan (Flat Top).  This was the year of the "bat-wings" and "cats eyes" taillights.

Along with the contemporary “bubbletop”, in its pure form, GM’s flat-top lasted only two seasons (1959-1960) but the two are now Detroit’s most admired rooflines of the post-war years.  The “bubbletop” was a direct tribute to fighter aircraft but the flat-top (it was also dubbed “Flying Wing” but GM internally referred to the blade-like structure as the “cantilevered top configuration”) was mid-century modernism.  Available exclusively on the four-door hardtops, each GM division (Chevrolet, Buick, Oldsmobile, Pontiac & Cadillac) offered the dramatic look (production-line rationalization made economically viable by all five sharing a single, core structure) although there were several designations.

1959 Cadillac Four Window Sedan (upper) and 1959 Pontiac Vista (lower).

Up-market Buick (Four-Door Hardtop), and Cadillac (Four Window Sedan) weren’t very imaginative while Chevrolet and Oldsmobile choose Sport Sedan; only Pontiac showed much imagination in picking Vista, an allusion to the unusually good 360^o visibility the style afforded (although the curves in the glass did produce some distortions).  Shamelessly, even after ceasing to offer flat-tops, Pontiac continued to use the Vista name.  Cadillac’s final flat-top fling came in 1961 with a modified version using less rear overhang but the market impact was muted, the more conventional six-window four-door outselling it by more than five-to-one margin as preferences shifted towards for formal lines.  However, the look didn’t at once die because it lingered on the four-door Chevrolet Corvair until 1965 and between 1962–1978 the motif appeared on the Alfa Romeo Giulia.

Cadillac’s take on the “long & slightly less long” of it: 1961 Cadillac Six Window Sedan de Ville (Body Style 6329L, left) and 1961 Cadillac Town Sedan (Body Style 6399C, right).  In the brochures, the terms “Town Sedan” and “Short Deck” both were used.

One quirk of Cadillac’s brief embrace of the skeg was there were two iterations: skeg long and skeg short.  Whether in response to dealer feedback or in anticipation of some owners preferring their Cadillac in a more conveniently sized package, between 1961-1963 a “short-deck” option was made available on certain body styles.  Offered first on the six-window Sedan de Ville (as the “Town Sedan”), an encouraging 3,756 were built so the option was in 1962 offered on the four-window de Ville Sedan (Body Style 6398 and now called “Park Avenue”) but sales dropped to 2600.  The coming of the 1963 models marked the retirement of the short-lived skegs which thus ended their brief moment as something decorative although they continued the functional role in marine architecture.

1963 Cadillac Four-Window Sedan de Ville (Body Style 6239, left) and 1963 Cadillac Sedan de Ville Park Avenue (Body Style 6398, right).

Although smaller cars were selling well in other market sectors, among Cadillac buyers, the decline of interest in anything smaller was confirmed in 1963 when only 1575 of the Park Avenues were sold.  The 129.5 inch (3289 mm) wheelbase was common to the whole Sedan de Ville range but the “short deck” models were shorter by 7 inches (178 mm) for the first two seasons and an even more obvious 8 inches (203 mm) in 1963.  Space utilization was obviously a little better but the market had spoken; fewer than 8,000 of the short-deck models sold while the standard editions shipped in the tens of thousands, the flirtation with (slightly) more efficient packaging abandoned for 1964; in the course of the following decade, the Sedan de Ville would grow another seven inches (178 mm) and gain over 400 lb (181 kg).  It should be noted that by international standards, the truck capacity of even the abbreviated models was still quite generous, able effortlessly to accommodate two sets of golf clubs, something which later became something of a de-facto standard used in assessing the practicality of sports cars.  Jaguar used this feature as a selling point when the XK8 (1996-2006) was introduced because it wasn’t possible with all versions of the old E-Type (1961-1974).

1958 Cadillac Series 62 : Extended Length Sedan (Body Style 6239EDX, left) and the standard Sedan (Body Style 6239, right).

There was in the early 1960s much criticism that “full-size” US cars had become too big but the “short deck” venture was a departure for Cadillac which had for some years been making things bigger and in 1958 the company had even included the “Series 62 Extended Length Sedan”.  The Series 62 Sedan was already an impressive 216.8 inches (5.5 m) long but the Extended Length version measured an even more imposing 225.3 (5.7), the additional 8.5 inches (216 mm) all in the rear deck, creating a more capacious trunk (boot).  Whether buyers just liked the look or there really were a lot of them with much luggage, the elongated sedan sold well, some one in five of the sedans having the big trunk and there was of course a healthy industry in jokes about Mafia functionaries and other figures in organized crime grateful finally to have more space to transport the corpses.  Surprisingly perhaps, despite mafia hit men contributing to to sales numbers of 20,952 of the 103,455 (excluding Eldorados and “chassis only” sales) Series 62s produced in 1958 (some 20%), the Extended Length Sedan proved a single-season one-off.

For 1963, the short-deck models might have re-appeared for another dismal season but the skegs were abandoned, never to return.  The fins the design studio found harder to forsake, conscious perhaps it was on the 1948 Cadillac they’d first appeared.  Then, modestly sized, they’d been an allusion to the tail-planes used on the twin-boomed Lockheed P-38 Lightning (1939) but the fashion had passed and the fins had to go so, inch by inch, there was a retreat from the heights and exuberance of 1959 until in 1966 they were vestigial, a hint which for decades would be retained.

1961 Oldsmobile Super 88.  The rear skegs were thought necessary to offset the “pointed-look” of the fenders and the front ones (the closest equivalent in nautical use being hydrofoils) were there just so the front bumper matched the lines of the rear, emulating Pontiac’s approach in 1959.

Within GM, the skegs were not exclusive to Cadillac, appearing also on the 1961 full-sized Oldsmobile 88 & 98 although the motivation of the designers differed.  What Cadillac in 1961-1962 did was nothing more than a styling gimmick, concocted at a time when it was obvious the moment of the big fins was passing but the motif still exerted such a pull that they were re-interpreted on the path to extinction.  In the Oldsmobile design office, the skeg had a different purpose, the protrusions deemed necessary as a device to counterbalance the rearward point of the quarter panel that terminated in a “cigar-shape”.  Mercedes-Benz had used a (more conventional) variation of the idea of a “balancing appendage” when in 1957 the 300d (W189, 1957-1962) appeared with rear fenders enlarged and re-shaped to disguise the pre-war style of the coachwork used on the W186 (300, 300b & 300c; 1951-1957) which came to be referred to as the "Adenauer" because several were used as state cars by Konrad Adenauer (1876–1967; chancellor of the FRG (Bundesrepublik Deutschland (Federal Republic of Germany; the old West Germany, 1949-1990).

1969 Alfa Romeo Spider (Duetto).

Interesting, between 1966-1969, the Alfa Romeo Spider (Type 105/155 and known informally known as the Duetto) featured the memorable Osso di Seppia (round-tail, literally “cuttlefish”) coachwork which resembled what Oldsmobile did in 1961.  After 1970 and until the end of production in 1994, the Spider used variants of the Kamm tail which increased luggage capacity and presumably also conferred some aerodynamic advantage.  A professional designer could write a long, learned essay explaining why the later Kamm tail was a more accomplished achievement which avoided the Osso di Seppia's flaws but in the collector market it's the cigar-shaped original the purists covet.  Had the Italians added skegs as Oldsmobile did, they’d have had more about which to complain.

1959 Pontiac Bonneville Convertible.  In 1959 Pontiac’s big news was the “split grill” which would for decades be a brand signature and the five inch (125 mm) increase in the track, lending the division that year’s most memorable slogan: “Year of the Wide Track”.  Given all that, the modest skegs weren’t much noticed, especially because, at the rear, eyes were drawn to the pair of small blades adorning the upper surface.  The idea was first seen on the 1953 Chevrolet Corvette (where they’d appeared on the taillight nacelles (pods)) and although often referred to as “finettes”, in the documents of the GM Design Studio they were “taillight bezels” or “ornamental finlets”.

1959 Pontiacs: Bonneville (left) and Catalina (right).

The skegs were less noticeably skeggish than the later implementations by Oldsmobile and Cadillac because they were smaller and, at the rear, installed in the horizontal rather than the acute angle which made them so obvious on Cadillacs.  At the front, the angle was less than adopted by Oldsmobile.  Pontiac also used the “long rear deck” as a marker of a model’s place in the hierarchy, the Bonneville at 220.7 in (5,606 mm) in length being seven inches longer than the lower-priced Catalina at 213.7 in (5,428 mm).  While two inches (25 mm) of the difference was absorbed by the Bonneville’s longer wheelbase (124 in (3,150 mm) vs 122 inches (3,099 mm), the remaining bulk was found in eth rear deck.  However, unlike the Cadillacs, there were no “short & long skegs”, the bumpers of both Pontiacs being identical although there were other markers of “pricetaggery”, the Bonneville’s elliptical taillights noticeably elongated.

1955 Ford La Tosca.

A half-decade before Cadillac decided their customers needed skegs, Detroit had pondered the idea.  Shown in 1955, Ford’s La Tosca (named apparently after Giacomo Puccini’s (1858–1924) three act opera Tosca (1900) although the intended connection seems to have been a general sense of the “emotional and dramatic” rather than the fate of the doomed protagonist) was unusual in that it appeared not as a full-scale “concept car” but in the form of a ⅜ scale model, used to demonstrate the possibilities offered by a remote-controlled chassis, directed through the medium of radio waves.  To achieve this, rather than build custom components (as the Pentagon would have done), Ford’s engineers dipped into the corporate parts bin and wired together the regulator and relay from a power window apparatus, the electric motor used to lower a convertible’s soft-top, a power seat mechanism and a standard, 12 volt car battery.  The system worked flawlessly and, depending on the topography, La Tosca could remotely be controlled at distances greater than a mile (1.6 km).  According to Ford records, the project began simply as an “…internal exercise to show students in the Advanced Studio how hard it was, even for professional designers, to design a car” but so long did the model take to complete (the complex curves and canted structures challenging to render in what was then the still novel fibreglass) that “mission creep” intruded, thus the radio-controlled chassis.

1954 Lincoln Futura (1954) and Ford Mystere (1955).  In Detroit, these were at the time typical of what was authorized to be built as "concept cars", machines destined for the show circuit to gauge public reaction.  If they now seem rather wild, much of what never left the stylists' (they weren't yet "designers") sketch pads and drawing boards truly was bizarre.  

Stylistically, La Tosca was in the vein of the corporation’s other concept vehicles of the era such as the Lincoln Futura (1954) and Ford Mystere (1955), the trio reflecting the way the industry was applying motifs from missiles and jet-propelled aircraft such as Perspex bubble-tops, tubes, fins and exhaust nacelles.  Most of these proved to be brief, though memorable, fads of jet-age aesthetics although elements were easily recognizable in the 1958 Lincoln and GM of course would later take up the skegs.  The remote-control concept was ahead of its time though it did find a niche in model cars and aircraft.  In the twenty-first century, new versions of the technology are now mainstream with cranes, trucks and trains routinely operated from sometimes thousands of miles away although usually on mine-sites and other remote locations (experiments with vehicles on public roads are being undertaken).  Despite these advances, the industry regards the technology as transitional and intends as soon as practicable to remove the human (and thus costly and unreliable) element completely, re-allocating control to an entirely autonomous AI (artificial intelligence) model which, without complaint or toilet breaks, can be worked 24/7/365.

Pro-ana

Pro-ana (pronounced pro-anna)

(1) Of or relating to the position anorexia is a legitimate lifestyle choice.

(2) The on-line community advocating this view.  The most uncompromisingly pure among the community actively deny anorexia nervosa is a clinical condition.

(3) A movement for the promotion of behaviors related to anorexia nervosa. 

(4) A member of this movement or one of the related communities.

Circa 1998-2001:  The construct is pro + ana.  Pro was from the Classical Latin prō (in favor of, on behalf of), from the Proto-Italic por-, from the primitive Indo-European pr- & pro.  Ana is a clipping of of anorexia (an(orexi)a), a phonetic diminutive of the 1957 scientific term anorexia nervosa, the construct being the Ancient Greek ἀν (an) (without) + ὄρεξις (órexis) (appetite, desire) + the Latin nervōsa (nervous).  The clipping of "anorexia" was created both as verbal shorthand and coded language (so the matters of diet and related matters could be discussed without the risk of "outsiders" understanding.  "Ana" was thus a form of personification and a "cover", the outsiders hopefully assuming a young lady named Anna was being spoken of.  Pro-ana is a noun; the noun plural is pro-anas.

Only a matter of time: Lonaniana.

Ana in this context is thus obviously unrelated to the suffix -ana (familiar in forms such as “Victoriana” (of the era of the rein of Victoria (1819–1901; Queen of the UK 1837-1901)), “Americana” (of matters specific to US culture, politics etc), Holmesiana (memorabilia or writings related to the fictional detective Sherlock Holmes created by Sir Arthur ConanDoyle (1859–1930)) etc) that became popular after being adopted in continental literature.  It was from the Latin -āna (neuter plural of –ānus (feminine -āna, neuter -ānum) and was applied to create formations meaning “of or pertaining to”.  In English the specific sense originally was “a collection of things that relate to a specific place, person etc”; the suffices -ic & -ica now fulfil a similar function.  All formations created by appending –ana are pluralia tantum (from the Latin plūrāle tantum (plural as such; plural only); the term describes a noun (either in certain or all its senses) that does not generally have a singular form.  In his A Dictionary of the English Language (1755), Samuel Johnson (1709-1784) defined the suffix thus: “Books so-called from the last syllables of their titles; as Scaligerara, Thuaniana; they are loose thoughts, or casual hints, dropped by eminent men, and collected by their friends.”  An early exemplar was Thraliana, something of a gallimaufry of diary entries, jokes, poems and anecdotes, complied between 1776-1809 by Dr Johnson's dear friend by Mrs Hester Thrale (1741-1821) although those wanting something meatier will more enjoy the two volume Addisoniana (1803), a two-volume biographical and anecdotal anthology of the writings and conversations of the English essayist politician Joseph Addison (1672-1719), compiled and edited by Sir Richard Phillips (1767–1840); it’s a fine relic of a troubled time.

Palindromic elements: A collection of material relating to pro-ana would properly be titled “Pro-anaiana”.

Dr Johnson’s notion of “loose thoughts, or casual hints, dropped by eminent men, and collected by their friends” is familiar also as “table talk”.  Table talk literally is conversation (especially if informal or gossipy) among a group seated together for a meal or other social activity.  The point about table talk is it’s held to represent an individual’s “true” thoughts in unvarnished form (ie not “sanitized” for public consumption and for that reason the table talk of the illustrious or infamous often attracts interest when assembled and published.  However, such collections rarely are true transcripts and even if not deliberately misleading in that what can appear can be a verbatim account of what was spoken and an accurate summary of views and opinion, much can be lost in the transcription.  Classic examples of the difficulties historians encounter in the absence of audio recordings are the several editions of Tischgespräche im Führerhauptquartier (Table Talks at the Führer's Headquarters), published between the 1950s and 1980s, containing what were alleged to be transcriptions of (mostly) monologues delivered by Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) to guests at his lunches or dinners between 1941-1944.  As well as being edited at the time they were written, Albert Speer (1905–1981; Nazi court architect 1934-1942; Nazi minister of armaments and war production 1942-1945) pointed out the printed copy omits so much of the repetition, pauses and linguistic stumbles that could make meals with Hitler “stiflingly boring” for “the regulars who’d heard it all, many times before”.

Etymologists are inclined insist the correct form can be only "pro-ana" and there are traditions in English which supports this but the community itself uses ana, pro ana and proana interchangeably, the most common form the short-form ana, following the practice with anorexia nervosa which is truncated to anorexia in all but formal academic or clinical work.  Over two-odd decades, pro-ana has also spawned words such as thinspiration (often clipped to thinspo) and thinology, used to describe specialized editorial content of the calling; the much less-used term pro-mia referring to bulimia nervosa.  Pro-anas are purists who maintain high-standards; those who aspire to the anahood but in some way fail are dismissed as wannarexics.

Lindsay Lohan wearing (non-ana) red wrist-string.

The ana's standard means of social identification is a simple, beaded red bracelet, the beading of some significance because variations of red bracelets, some as simple as a wrist-string, have long been used by many cultures, usually with some sort of link to the idea of a good-luck charm.  Famously, a חוט השני (the khutt hasheni, a thin scarlet or crimson string) is sometimes worn as Jewish folk custom as a way to seek protection from those misfortunes which may be aimed at one by the עין הרע (evil eye).  It's most associated with the Kabbalah sect and Kabbalic scholars say there's nothing in ancient Jewish texts about wrist-strings of any color and the "tradition" is a recent folk practice which seems to have begun in the north-eastern United States early in the twentieth century.  Anas thus need always to check for beading before reaching out.

Notes

Although at the time it never reached the critical-mass needed to coalesce into a movement, the pro-ana concept actually pre-dates the web.  Among the bulletin boards the nerdiest connected to with 1200 or 2400 baud modems in the 1980s and early 1990s were both anorexia support boards and those which celebrated the condition but, once the indexed www (world-wide-web) was "bolted-on" to the internet the spread was rapid and, by the mid-late 1990s, pro-ana was global.

Pro-ana content tends to be (1) victim stories, (2) images & clips where ribcages & shoulder blades are often seen and clavicles much admired and (3), lists of helpful tricks and techniques.  Politically, the accepted pro-ana world view is they are not suffering from an illness; ana is a human right, an essential part of their identity and just another lifestyle choice.  As pieces of design, the sites tend to use pre-defined templates and in that are unremarkable although the preponderance of monochromic (in gray-scale) imagery is noted.  The pro-ana sites began to attract wider attention early in the twenty-first century, the irony being that much of the criticism came from the very publications many suggest contribute to eating disorders.  Off and on since then, pressure from the public and anti-ana organizations has compelled many hosts to shut down pro-ana sites although these efforts are Sisyphean, the relocations usually quick.

Sixteen Pro Ana Tips & Tricks for Beginners

If followed with sustained rigor, what's in this list should result in weight-loss and the ability to maintain a lower mass.  If adhered to, there should be no need to resort to using the new generation of GLP (Glucagon-Like Peptide) receptor agonists which, while effective, are (1) expensive, (2) introduce often novel chemicals to the body and (3) don't in all cases mean weight loss will be sustained once the course of treatment stops.  The GLPs should be regarded (like the various surgical options available) as "last resorts" because D&E (diet & exercise) is the better path to follow and the pro-ana path, though demanding, is straight, narrow and well-lit.   

(1) Keep track of your calories.  Set an absolute number and NEVER exceed it while trying always, gradually, to lower the number.  Within the calorie limit, aim for a diet which is 75% leafy-green vegetables & legumes, 20% tart fruit and 5% nuts. Added sugar should be zero because enough is in the fruit but, if absolutely necessary, one daily barley-sugar boiled sweet (taken early) is OK (brush teeth immediately after; as well as good oral practice this will diminish the possibility of the appetite being stimulated).  This diet mix can at the margins be varied but must stay vegan.

(2) Drink lots of water; try to aim for seven litres a day but anything over five is OK.  Being hydrated is anyway healthy and drinking water before taking food helps fill your stomach faster so you’ll eat less.  Remember to not drink a lot of water at once; instead keep hydrated by drinking little amount after every few minutes.  Always drink it as cold as possible, it forces the burning of more calories to restore body temperature.  Unless operating in extreme conditions with high fluid loss, do not go over eight litres a day; water can in extreme case be toxic and death has been reported among those who have ingested around 20 litres (less may be fatal in certain individuals, especially those with a lower body mass, hence the 5-7 litre recommendation). 

(3) Place a full-length mirror in your bedroom and evaluate yourself on daily basis. This is one of the best ways to stay motivated and remember, you’re there to be critical as well as admire.  If you can arrange multiple mirrors to provide for a 360^o view that's even better because it makes it easier to focus on problem areas (these can persist even as overall weight is falling).  Hanging a thinspiration photograph next to the mirror is recommended. 

(4) Have small meals.  It’s easier for the body to burn three 100 calorie meals than one of 300 and lends your body the illusion you’re eating enough to keep the stomach full, whereas you’re eating less.  Always eat slowly and chew thoroughly, it will hasten the digestive process.  After every meal, brush teeth; again, this is good dental hygiene but with freshly brushed teeth, you'll be less inclined to eat. 

(5) Find an ana-buddy.  The pro-ana routine can be a harsh mistress so an ana-buddy with whom you can talk about your problems and diet related stuff can be helpful but only if they're a kindred spirit.  This works not only by keeping each other motivated but you'll find also you'll teach each other new tricks or exercise routines.  You both must be 100% committed to the system and such noble souls are rare so, if need be, replace them with someone wholly committed.  You're in a war with weight so be harsh and accept only allies who will help in the fight.

(6) With the aggressive pro-ana diet, it’s very important to take vitamin pills.  Research suggests that for most people on what is the orthodox "balanced diet", vitamin supplements are probably unnecessary (some researchers suggest they can even be counter-productive) but because pro-ana doesn't include certain food groups, a daily multi-vitamin is recommended and usually adequate so resist the temptation to take two and do so only if you become light-headed or faint with any frequency; you may need specific additional supplements.  The most publicized deficiency associated with pro-ana is iron and it may thus be necessary greatly to increase the intake of leafy greens like spinach or peas, broccoli & string beans; seeds high in iron include pumpkin, sesame, hemp and flaxseeds.  One's family physician can obtain the tests to determine specific deficiencies and these should be dealt with by adjustment to the diet.  Remember though that doctors are inclined to be dictatorial and the recommended technique to deal with their negativity is just to agree with whatever they say.  Try to appear sincere and be deferential; they like that.   

(7) Avoid butter and oils.  Treat them like sugar or drugs of dependency.

(8) Resist the temptation to smoke or vape.  While it's true some short-term weight loss often is achieved by smoking cigarettes, (1) in the medium-long term weigh-gain is the typical consequence, (2) the nicotine in cigarettes is addictive making it difficult to use tobacco as a short-term or occasional "quick-fix" and (3) it's a carcinogenic product which, on average, appears to reduce life-expectancy by around a decade.  Not enough is yet known about vapes but there are many reports of adverse outcomes, presumed to be a consequence of inhaling that many chemicals.       

(9) Sleep at least eight hours a day, preferably more.  Less sleep means tiredness and hunger and you can’t eat while asleep.

(10) Keep setting a target weight.  Because of fluid retention and other cyclical variations, it’s probably counter-production to set daily targets and a weekly goal is better although true obsessives will monitor at least once and maybe several times a day; this is not discouraged.  To stay motivated, hang on the wall thinspiration photographs of slender models to observe while weighing-in.  Many non-ana diet sites suggest avoiding weighing-in daily and clinically they may be right it achieves little but they just don't understand the nature of obsessions.  Record the weigh-ins so you can chart progress over weeks and months; this requires nothing more demanding than the most basic open-source spreadsheet but math nerds who enjoy such things can do it with pen & paper.  Although for most purposes pencils are better than pens, ink is permanent so it's harder to cheat.  You will be tempted to cheat but you must not; pro-ana does often demand you lie to others but you must never lie to yourself.

Example of a thinspiration photo: Model Lululeika Ravn Liep (b 1998), Cover magazine, February 2015.  Although the use of this image was condemned by the thought police, a true pro-anaite should think: “She could lose a few pounds.”

(11)  Do NOT drink any alcoholic beverages; for variety only soda-water or carbonated mineral water are acceptable.  Coffee and tea are good appetite suppressants so drink only black coffee or tea and NO milk or sugar.  Avoid caffeine drinks; either they’ll contain sugar or chemicals about which there exists no reliable research on how they affect the appetite.  Avoid the inherently sweet herbal teas; they do tend to stimulate the appetite in a way black tea and coffee don't.  Black tea and coffee are also useful in training the palette away from sweetness and towards the tart.  After a while, this will start to influence your choice of fruits and vegetables; as a general principle the darker and more bitter in taste, the better.  Care must of course be taken.  In its pure form, caffeine can be fatal in tiny quantities although in the form usually enjoyed (coffee), one would need to drink dozens of cups in a day to approach toxicity.  The French philosopher Voltaire (François-Marie Arouet; 1694–1778) (1694–1778), often at the Café de Procope in Paris, drank a reputed forty-odd cups a day, enjoying it so much he ignored the advice of his doctors to stop.  He lived to 84 but there’s no evidence the often attributed quotation: “It may be poison, but I have been drinking it for sixty-five years, and I am not dead yet” was his.  The more likely source is French author Bernard Le Bovier de Fontenelle (1657–1757) whose actual words were: “I think it must be [a slow poison], for I’ve been drinking it for eighty-five years and am not dead yet.”   Fontenelle died a month short of his hundredth birthday.  The sensible approach is to restrict yourself to one strong (ie short black and such) coffee at the start of the day and otherwise just have cups of weak (even decaffeinated) instant coffee; think of it not as a stimulant but a companion.

(12) Wearing short clothes can be very motivating. Wear short or revealing clothes so when looking at yourself in the mirror it will be obvious there's still work to do, something often disguised by the garments never worn in public.  Wear in private clothes you'd never dare to wear in public and make it a goal to be able to wear them out without looking fat.    

(13) Drink the juice of a squeezed lemon in hot water first thing each morning and last thing each evening; it has the general effect of adding to the stomach acids which break up food.  Because of this acid, always brush teeth afterwards.

(14) If you have to eat in company (it can be unavoidable), wear baggy clothes with big pockets able to be lined with plastic bags.  Then, when no one is looking, you can dispose of food and people will think you eat normally.  It sounds a difficult thing surreptitiously to manage and to start with it will be but you’ll learn to adopt techniques like always sitting in a corner or at the end of the table and soon become an expert.  It's easier than it sounds.

(15) Exercise every day.  Gyms are optional because you can do even better with ana-specific routines such as running up stairs or hills, both of which have an extraordinary multiplier-effect on whatever distance is achieved.  Unlike gyms, it's also free; remember the goal is weight-loss, not abstractions such as muscle tone or fitness.  If possible, exercise in darkness to avoid sun exposure; if this is not possible (and there may be good reasons to restrict this to daylight hours) cover as much skin as possible with protective clothing and use the highest available SPF (sun protection factor) sun-block lotion, wear a wide brim hat and never forget the sunglasses.  Never use elevators and escalators; always take the stairs.  Wherever possible, replace travel by cars, trains and busses with walking or biking.  This is also good for the planet which is the only one we have.

(16) Eat ice; ice can be an alternative to a meal, it really works.  Shaved ice is best because it avoids dental damage; there are many things to consider when eating ice and curiously, sometimes it's advantageous to take more, sometimes less.  For a discussion on the mechanics of ice-eating: The eating of ice

Anorexia nervosa was included in the (1952) first edition of the American Psychiatric Association's (APA) Diagnostic and Statistical Manual of Mental Disorders (DSM) as a psycho-physiological reaction. The DSM-II (1968) moved it to Special Symptoms–Feeding Disturbances and in 1980, a new eating disorders section was created for the DSM-III.  The most significant structural change came in 1994 when in DSM-IV the condition was afforded its own section.  The DSM-5 (2013) relaxed some of the diagnostic criteria including, for the first time, rendering it all entirely gender-neutral, a gesture to conform with practices elsewhere rather than anything suggesting clinical experience was noting a greater gender-spread in the patient count.  Announcing DSM-5, the board noted it wished to reduce the number of patients in the former EDNOS (Eating Disorder Not Otherwise Specified) category, now reclassified as the OSFED (Other Specified Feeding or Eating Disorder) group.  Thus the psychiatrists staked their claim in this low-cal demarcation dispute by capturing the wannarexics.